Honda CBR1000RR SP Gets Major Update For 2017

2016-10-04 09:42

While we don't have word on the standard model CBR1000RR yet (or if there even will be on), the SP edition sports some impressive stats for next year, headlined by a 10HP increase and an amazing 33lb decrease as well as new semi-active electronically controlled suspension. Full specs have not been released yet.

Honda says:

American Honda announced today that the legendary CBR1000RR SP has undergone a major overhaul for the 2017 model year, with a 33 lb. weight reduction and 10 horsepower increase resulting in a 14% improvement in power-to-weight ratio.

First introduced overseas in 1992 (and in the U.S. shortly thereafter), Honda's largest CBR has continuously reset expectations of what an open-class sport bike should be, with a holistic "Total Control" design approach that focuses on cornering, acceleration and braking. That practice is taken to the next level with the 25th anniversary CBR1000RR SP, which is also fully loaded with a cutting-edge electronics package. The result is a machine that is underpinned by the "Next Stage Total Control" concept, with nimble handling and amazing acceleration.

"Since their debut, CBR liter bikes have been designed to perform in the real world, the way real customers use them," said Lee Edmunds, Manager of Motorcycle Marketing Communications at American Honda. "We're pleased to unveil the 2017 CBR1000RR SP, which follows in that same tradition by providing a superbly balanced package with our best power-to-weight ratio ever. It works incredibly well on track and, even more importantly, is both exhilarating and uniquely rewarding to ride out on the open road."

CBR1000RR SP

The CBR1000RR SP has received a vast array of improvements, including some that come straight from the RC213V-S. Electronics play a big role, including semi-active Öhlins Electronic Control suspension (S-EC), plus a number of rider aids built around the five-axis Inertial Measurement Unit (IMU). Power and torque have been increased through a higher compression ratio and revised cam timing, while ample use of magnesium (engine covers) and titanium (muffler and—for the first time on a mass-production road bike—fuel tank) have reduced weight and improved mass centralization. The twin-spar aluminum frame's rigidity balance has been finely adjusted, and the swingarm is stiffer. Brembo monobloc four-piston front brake calipers use high-performance track-ready brake pads, while a narrower radiator and new bodywork achieve a slimmer profile.

In addition to the CBR1000RR SP, Honda is also offering a competition-focused, limited-production CBR1000RR SP2, which comes with larger valves and lighter forged-aluminum Marchesini wheels.

1992. And something new stunned the motorcycling world. Radical thinking from
Honda focused on the ratio between power and weight and the CBR900RR arrived
fully formed at the perfect balance point between the two.

Physically smaller and much more agile than the larger-capacity competition, its fourcylinder
engine also packed real punch. The CBR900RR reset expectations of just
what an open-class sport bike should be, and what it could do in an era when
outright horsepower and straight-line speed had long held center stage.

Over the following 25 years the CBR has seen many changes and been through
many evolutions—each underpinned by the concept of Total Control. Each
generation has built on the legacy of the original CBR900RR, providing a superbly
balanced package that works incredibly well on track and, even more importantly, is
both exhilarating and uniquely rewarding to ride out on the open road.

The fact the CBR1000RR is so good when actually raced on real roads—at the Isle
of Man TT, for instance, where it is the most successful 1000cc machine ever, with
23 wins to its name—is testament to its speed, handling and ability to perform in the
most testing and extreme of “real world” conditions.

2017, and the 25th anniversary of the CBR900RR sees the introduction of a new
CBR1000RR SP. Honda’s engineers have remained true to the first principles of the
original project—power to weight—with the focus on cornering, acceleration and
braking. Thus the 2017 CBR1000RR SP is significantly lighter than the outgoing
model, makes more power and is fully loaded with a cutting-edge electronics
package that underpins the project’s development concept of Next Stage Total
Control.

It is everything that a CBR1000RR SP should be, and more.

Mr. M. Sato, Large Project Leader (LPL) 2017 CBR1000RR SP
“All 1000cc sport bikes are extraordinary examples of high-performance engineering.
But for us, for our new CBR1000RR SP we want extraordinary to be the pleasure of
handling and controlling such a machine. Its true purpose—wherever it’s ridden—is
to enjoy something that is not normally experienced in everyday life, something that
cannot be surpassed.

The very first CBR900RR remains a milestone in our history, and an inspiration we
have drawn on to radically reduce weight and increase power. And, to go to Next
Stage Total Control, we have added an electronic control system that is there to
support the rider, totally.

What then can our new CBR1000RR SP promise our customers? That is simple—
the pure joy of riding.”

CBR1000RR SP – Next Stage Total Control

2. Model Overview
Three factors are key to the essence of the new CBR1000RR SP; less weight, more
power and electronics to help the rider wherever and however they’re riding.

The new electronic control system provides constant, selectable and fine-tunable
rider support. Central to the system is the 5-axis Inertial Measurement Unit (IMU),
which measures exactly what the machine is doing, in every plane. It works the
Honda Selectable Torque Control (HSTC) that precisely manages rear wheel traction
via the FI-ECU and Throttle By Wire (TBW). The new ABS (also managed by the
IMU) offers Rear Lift Control (RLC) and the ability for hard, safe trail braking into
corners. Any difference measured between the front and rear wheel speeds engages
Wheelie Control, depending on settings.

It also works with the Öhlins Objective Based Tuning Interface to adjust both the
compression and rebound damping force of the semi-active Öhlins Electronic Control
(S-EC) front fork and rear shock. For the rider this means access to a whole new
level of handling ability, with suspension reaction—whether working through pre-sets
2017 CBR1000RR SP or manual input—that delivers exactly the right amount of control in every situation. It
functions as well on the road as it does the track, and for Honda a new era begins.

At the same time as the S-EC is working the suspension, the Honda Selectable
Torque Control (HSTC) is precisely managing rear wheel traction through the IMU,
FI-ECU and Throttle By Wire (TBW). It also delivers a Wheelie Control function.
Three standard display modes—Street, Circuit and Mechanic—provide all the
information required for the rider relevant to the type of riding. The information
displayed can be fine-tuned and adjusted while riding by using the left-hand switch
gear and TFT liquid crystal display, just as on the RC213V-S, Honda’s road going
version of its RC213V MotoGP machine.

While the electronic control is very much a new departure for the CBR1000RR SP,
the combination of the other two factors draws faithfully on the philosophy of the
original 1992 machine: the optimal balance of power and weight. The engine revs
harder and higher, with a much higher compression ratio and revised cam timing,
and uses the TBW (a first for an inline four-cylinder Honda) and Acceleration Position
Sensor (APS) which have been inspired by the technology developed for the
RC213V-S.

Bottom-end torque and power are improved, with a significant increase in top-end
power—up 10 hp—and 3 modes of engine output character can be chosen from. A
Quickshifter is fitted as standard, as is Downshift Assist (with auto-blipper) and new
assist slipper clutch.

Thanks to the use of magnesium and careful assessment and lightening of individual
parts, the engine also carries 4.4 lbs. less. The new titanium exhaust muffler saves
further weight and aids mass centralization, as does the titanium petrol tank. Overall
the CBR1000RR SP is 33 lbs. lighter than the outgoing model.

The twin-spar aluminum frame’s rigidity balance has been finely adjusted, and the
swingarm is stiffer to match. A new rear subframe is lighter as are the redesigned
wheels, while Brembo monobloc four-piston front brake calipers use highperformance
track-ready brake pads.

The CBR1000RR SP ’s bodywork outlines an aggressive, functional minimalism, and
the machine is slimmer and much more compact with a single seat unit fitted as
standard. All lighting is LED and the stunning Tri-Color paintwork—on a red base—
harks back to Honda racing history.

There are three Active modes and three Manual modes for the rider to choose from.
When set in Active, damping force is controlled and optimized to suit the riding
conditions: A1 (“Fast”), A2 (“Enjoy”) and A3 (“Safety”). Within the Active Modes the
rider can make finer adjustments. The Manual M1, M2 and M3 Modes allow any
required adjustments to be made.

Within the electronic control system are a multitude of active features that many
riders will find useful. The new ABS allows extremely hard braking while maintaining
rear wheel contact with the ground, stopping the tendency for the rear of the machine
to elevate or “back in” around the front. It uses the 2-axis acceleration information
from the IMU and calculates the acceleration of the machine’s center of gravity in the
lift direction and acceleration perpendicular to that, using the front wheel as a
grounding point.

ABS delivers smooth, effective braking into a corner. With information from the IMU,
plus front and rear wheel speed sensors, the ABS Modulator controls braking force
according to lean angle, even when panic braking. But it also allows for hard trail
braking by using two parameters (deceleration derived from wheel speed and
front/rear slip rates) plus lean angle to vary the threshold for ABS decompression.
ABS delivers an extra sense of security when braking hard on the road, and offers a
performance edge in certain conditions on the racetrack.

In isolation all the functions of the EBC—plus the HSTC’s wheelie control—perform
specific, individual tasks. When tied together, however and working seamlessly as
one they provide technological rider support that elevates the super sports
experience, without turning the rider into the passenger. Next Stage Total Control,
indeed.

Like the RC213V-S, the CBR1000RR SP uses a full-color TFT liquid crystal dash
that clearly communicates information to the rider. It automatically adjusts to ambient
light, with a backlight of up to 1000 cd/m2 luminescence and features 3 modes;
Street, Circuit and Mechanic, each displaying information most relevant for usage.

In the 2 USER modes all parameters can be combined and adjusted freely; riding
modes, HSTC and suspension settings can be changed while riding from the
up/down switch on the left switchgear.

The Shift-Up indicator is a horizontal line of 5 white LEDs located at the top; when
engine speeds exceed user presets they go from solid to flashing. Displays include
speedometer, tachometer, gear position, quickshifter, coolant temperature, riding
distance and twin trip meters.

The onboard computer calculates instantaneous and average fuel economy, trip fuel
consumption, average speed and time after last ignition plus remaining fuel after
RES light and distance to empty (when selected). This information is shown on the
bottom right of the screen. In the upper display, middle right the rider can choose to
see the Shift-Up indicator setting speed, grip angle, battery voltage, calendar, or
user-defined text.

Switching between modes is controlled by a mode switch on the right of the left-hand
switchgear. Just above it is an up/down switch that manages and changes the
information displayed within the mode.

As a machine now a full 33 lbs. lighter and with a 10 horsepower power boost, the
CBR1000RR SP’s physical handling has also been transformed. Rake and trail
remain 23° 3’/96mm but the hollow die-cast twin-spar aluminum frame’s rigidity
balance has been significantly adjusted to give even sweeter handling with
outstanding steering response, feel and stability.

Thinned frame walls save 300 grams. While transverse rigidity is unchanged, the
frame is 10% more flexible in the torsional plane, which works to deliver a fasterreacting
chassis. Yaw moment of inertia has been reduced by 15%; roll moment of
inertia by 10%. The Honda Electronic Steering Damper (HESD) unobtrusively
maintains stability. To complement the frame changes the aluminum Unit Pro-Link®
swingarm’s hybrid structure has had the thickness of each section adjusted, saving
approximately 100 grams while maintaining transverse rigidity and increasing
torsional rigidity.

The die-cast aluminum subframe too has been redesigned and its thinner
construction is at the same time highly rigid and 800 grams lighter—contributing to
the concentration of mass and thus neutral handling feel with improved agility.
Wheelbase is 55.3 in.; seat height is 32.3 in.

Positioned high, the weight of the fuel tank (and fuel) plays a significant part in a
motorcycle’s handling. In another first for mass production, Honda has developed a
compact 4.23 gal. titanium fuel tank for the CBR1000RR SP. Manufactured by an
ultra-deep drawing process, it’s 2.86 lbs. lighter than an equivalent steel design and
contributes to the concentration of mass and reduction in the moment of inertia.
2017 CBR1000RR SP

Minimal and dynamic are two words used to best describe the CBR1000RR SP ’s
new styling. The design team wanted to create tightly compact proportions and the
upper and middle fairing surfaces have been reduced in size as far as possible.
Forward tilting character lines inject an aggressive attitude, with a focus on
mechanical functionality, detail and quality of finish.

24mm in width has been squeezed from the upper fairing. Airflow control from the
flow surfaces of the fairing, to the surface angle of the headlights and the contouring
of their side slits supports stability at speed. In a racing crouch the rider is tucked well
out of the airstream. In normal riding situations air pressure is evenly distributed on
the rider’s shoulders, back and sides.

18mm has been saved across the middle fairing and its “knuckles” double as RAD
intake structures that pass discharged air around the outside, and underneath, the
rider’s legs. The knee grip area is 15mm per side slimmer, with the interface between
tank cover and the single seat unit athletically accentuated.

All lighting is crisp LED, with the twin front headlights offering high/low beam on both
sides. Crowned with a sharply angled new logo, the CBR1000RR SP will be
available in a Tri-Color paint option that uses red as its base (rather than white) and
pays homage to Honda’s racing tradition and history. Wing-motif patterns underpin
the machine’s exclusivity.

The 2017 CBR1000RR SP is the first inline four-cylinder engine from Honda to use
Throttle by Wire (TBW) control. Derived and developed from the system used by the
RC213V-S, its job is to put precise throttle control—and a very natural feel—in the
rider’s right hand.

Heart of the system is a newly developed throttle grip Acceleration Position Sensor
(APS) integrated into the right handlebar switchgear, which itself neatly mounts the
engine start/stop switch—nothing more. APS converts movement of the grip into an
electrical signal sent to the ECU, that then transmits it as an actuator signal to the
TBW motor, achieving ideal throttle control relative to grip angle.

The return spring and other mechanisms inside the APS reproduce the initial play
and natural feel of a cable, with throttle load set specifically for the CBR1000RR SP.
Working in conjunction with the APS, throttle bore is increased 2mm to 48mm
(without increasing exterior width) and careful shaping of the intake funnels adds to
the linear throttle response.

The Power Selector can be accessed through the Riding Mode Select System
(RMSS). It offers 5 levels of output character: Level 1 give peak output in all six
gears; Level 2 output is controlled in each gear to achieve smooth throttle feel under
acceleration or deceleration; Level 5 has the strongest output control for most
moderate throttle response. All levels have the same throttle response on initial
opening.

Riding Mode (1) uses Level 1 as its preset, drawing out the full performance of the
engine. Mode (2) uses Level 2, and is suitable for twisty roads, while Mode (3) goes
to Level 5 for maximum security. Individual rider preferences can also be input
manually through the USER 1 and 2 interface.

The CBR1000RR SP employs an enhanced version of the Honda Selectable Torque
Control (HSTC) used on the RC213V-S. It controls engine torque via two sensing
methods—the first uses wheel-speed sensors to measure and compare front and
rear wheel speeds. When the FI-ECU detects rear wheel acceleration (and front
wheel deceleration) it reduces the TBW throttle position, and thus output, keeping the
front wheel on the ground. Maximum application of the throttle is thus possible
without fear of wheelies, with the support of Wheelie Control.

The second sensing function detects machine roll angle. The IMU located under the
seat detects rotational speed in the chassis’ roll and yaw directions, and acceleration
in the longitudinal, lateral and vertical directions. It then calculates roll angle to
2017 control engine torque, maintaining rear wheel traction at the required level. The body
roll calculation logic used by the ECU uses the same attitude detection technologies
developed for Honda’s ASIMO humanoid robot, enabling the most precise calculation
possible.

Nine intervention levels (plus off) are offered by HSTC to suit rider preferences, and
the Riding Modes USER 1 and 2 enable individual changes to be made while
moving.

There is also a Selectable Engine Brake (SEB) system to change engine-braking
character to match rider preference and a range of conditions. Level 1 offers the
highest braking force, Level 3 the lowest. The preset Modes 1, 2 and 3 use
recommended settings, but through USER 1 and 2 can be set individually.

A Quickshifter is fitted as standard for clutchless upshifts and works through fuel
injection cut and ignition retard. It has 3 settings plus off. Downshift Assist allows
clutchless downshifts, and also works via fuel injection cut and ignition retard with
TBW autoblipping. It too has 3 settings plus off.

Honda’s engineers exhaustively re-examined the CBR1000RR SP’s 999.8cc inline
four-cylinder engine to make it as light and powerful as possible. The result of the
work is an extra 10 hp, the loss of 4.4 lbs. and raised rev ceiling of 13,000 rpm.

Bore and stroke remain 76 x 55.1mm but compression ratio is up from 12.3:1 to 13:1.
This is an engine in a very high state of tune and the crankshaft, valve train and
transmission all use higher specification materials than the previous design.

The pistons feature an optimized wall thickness and a new crown design to raise the
compression; the surface finishing of the piston-ring grooves has also been modified
to improve sealing performance and efficiency. Valve lift and cam timing has been
revised to match the higher rpm and greater engine performance.

Power up is just one part of the CBR1000RR SP ’s story—reduced weight is another.
So every part of the engine was scrutinized to see if it could be made lighter. All the
engine covers are redesigned (clutch cover is aluminum; the ignition cover
magnesium) and the length of the bolts, water hose and water hose bands have
been reduced.

With a revised, rounded shape the radiator is 30mm narrower in overall width and
100g lighter (including a 30cc reduction in water capacity). Using a new high-density
core it achieves identical heat dissipation and contributes to the slimmer frontal area
of the fairing cowls.

The assist slipper clutch is completely revised with a single die-cast pressure plate
and clutch center, and offers reduced load at the lever. For downshifts the slipper
functionality remains the same as before but aluminum cam parts (instead of steel)
save weight. The gap between the accelerating and decelerating cams has also
been optimized, again improving lever feel when changing gear. All of the
transmission gears have been pared down to save weight.

The titanium irregular cross-section muffler is 6.17 lbs. lighter and minimizes the
center of gravity change; it also creates an unmistakable sound tone from the
exhaust on an open throttle. The exhaust supplier to the Repsol Honda MotoGP
team was asked to develop the prototype and produced an exquisite design with the
4-2-1 double-skinned downpipes incorporating the exhaust valve within the first main
pipe.